CN115023359A - System for air-conditioning the air of a passenger compartment and for heat transfer through components of a drive train of a motor vehicle and method for operating the system - Google Patents

Abstract

The invention relates to a system (1a, 1b, 1c) for air conditioning air in a passenger compartment and for heat transfer through components of a drive train, in particular an electric drive train of a motor vehicle. The system (1a, 1b, 1c) exhibits a coolant circuit (3) and a refrigerant circuit (2a, 2b, 2c), the coolant circuit (3) having two refrigerant-to-coolant heat exchangers (10, 12) and a coolant-to-air heat exchanger (50) for heat transfer to ambient air, the refrigerant circuit (2a, 2b, 2c) having: a first refrigerant-air heat exchanger (5) for heating the supply air of the passenger compartment; a second refrigerant-air heat exchanger (6) for heat transfer by ambient air, having an upstream first expansion element (7); a first flow path (16) having a third refrigerant-air heat exchanger (8) for conditioning supply air to the passenger compartment and an upstream second expansion element (9); and a second flow path (17) having a first refrigerant-to-coolant heat exchanger (10) and an upstream third expansion element (11). Furthermore, the refrigerant circuit (2a, 2b, 2c) is produced with a third flow path (18) with the second refrigerant-coolant heat exchanger (12) and an upstream fourth expansion element (13), wherein the third flow path (18) is arranged in the flow direction of the refrigerant downstream of the first flow path (16) and the second flow path (17). Furthermore, the invention relates to a method for operating a system (1a, 1b, 1 c).

Description

System for air conditioning passenger compartment air and for heat transfer through components of a powertrain of a motor vehicle and method of operating the system

technical field

The present invention relates to a system for air conditioning the air of a passenger compartment and for heat transfer through components of a drive train, in particular an electric drive train of a motor vehicle. The system shows a coolant circuit with a refrigerant-to-coolant heat exchanger and a coolant-to-air heat exchanger for heat transfer to ambient air, as well as a refrigerant circuit. The refrigerant circuit is manufactured with a refrigerant-air heat exchanger for heating the supply air of the passenger compartment and for heat transfer through the ambient air and an expansion element, wherein the refrigerant circuit exhibits different flow paths. Furthermore, the present invention relates to a method of operating the system.

Background technique

Motor vehicles with different drive concepts are known from the prior art. The concept is based on drive by an internal combustion engine, an electric motor or a combination of both motor types. Therefore, a motor vehicle with a combination of an internal combustion engine drive and a motor drive exhibits a hybrid drive, so that the motor vehicle can be driven by an electric motor or an internal combustion engine, or by both an electric motor and an internal combustion engine, wherein a motor vehicle with a hybrid drive Motor vehicles (whose batteries can be charged via an internal combustion engine as well as on the mains supply and are designated as plug-in hybrid vehicles or "plug-in hybrid electric vehicles" for short as PHEVs) are mainly manufactured with their batteries The battery of a motor vehicle, which can only be charged via the internal combustion engine, is compared to a more powerful battery.

On the one hand, conventional motor vehicles with electric or hybrid drives mostly exhibit higher cooling requirements than power vehicles equipped with drives driven purely by internal combustion engines, because they are manufactured as high-voltage batteries, The fact that the internal charging unit, transformer, inverter and electric motor have additional components. In addition to the refrigerant circuit of the air conditioning system, a hybrid electric vehicle (HEV) is manufactured with a coolant circuit in which the coolant circulated for dissipating the heat radiated by the drive components is directed through an air-cooled type heat exchanger.

Specifically, a coolant circuit with an additional refrigerant-coolant heat exchanger for thermal coupling with the refrigerant circuit of the air-conditioning system is intended for cooling of the battery in order to maintain the allowable temperature limits of the high-voltage battery, or Heat exchangers cooled directly with coolant are manufactured as battery coolers. An evaporator operating as a coolant-refrigerant heat exchanger for battery cooling as a refrigerant is also referred to as a refrigerator.

As is known, the system for heat distribution of a PHEV thus exhibits at least one refrigerant circuit and one coolant circuit.

On the other hand, as is known, electric vehicles and vehicles with hybrid drives as well as fuel cell vehicles and vehicles driven by high-efficiency internal combustion engines do not generate enough waste heat for heating according to thermal comfort requirements at lower ambient temperatures passenger compartment.

Electric heaters, manufactured as PTC heaters, for example for heating the supply air flowing into the passenger compartment, represent a first solution that is inexpensive and space-saving for installation. However, systems provided with PTC heaters exhibit high energy consumption at low exhaust temperatures for heating the supply air to the passenger compartment. Furthermore, the range available for battery electric vehicles (BEVs) is reduced by electric auxiliary heaters that cannot be operated in an energy-efficient manner.

A second solution to save energy is an air conditioning system with heat pump function, which uses various heat sources and radiators, but requires significantly larger installation space.

SUMMARY OF THE INVENTION

technical problem

As known from the prior art, the formation of an air conditioning system with heat pump function for heat distribution inside a battery electric vehicle (BEV) is highly complex and requires multiple components on the refrigerant side, coolant side and air side, which results in High system cost.

The object of the present invention is to provide a system for the air conditioning of the air in the passenger compartment and for heat transfer through the drive components of a motor vehicle, in particular a motor vehicle with a purely electric drive or a combined electric motor and internal combustion engine drive system. In addition to the comfortable heating of the supply air for the passenger compartment, it must also be possible to use the system to regulate the components of the drive train, in particular the use of different radiators and heat sources to maintain the temperature of the electrically driven high-voltage battery. The system will be designed such that it exhibits a high degree of flexibility and functionality, in particular operation in a large number of different modes of operation, with low complexity and maximum operational efficiency at all times. Manufacturing, maintenance and operating costs as well as installation space required for the system are minimized.

The object of the invention is solved by an object having the features of the independent patent claims. Other embodiments are specified in the dependent patent claims.

solution to the problem

This task is accomplished by the system according to the invention for air conditioning the air in the passenger compartment and for heat transfer through components of the drive train, in particular the electric drive train of a motor vehicle, but also by connecting different heat sources and radiators To address this, the system is also known as a heat flow management system.

For example, electric motors, internal charging units, transformers or inverters are considered components of the electric drive train of a motor vehicle. Batteries, specifically high-voltage batteries, can also be considered components of the electric drivetrain.

The system exhibits one refrigerant circuit and at least one coolant circuit. The coolant circuit is fabricated with a first refrigerant-to-coolant heat exchanger, a second refrigerant-to-coolant heat exchanger, and a coolant-to-air heat exchanger for heat transfer to ambient air.

The refrigerant circuit shows a compressor, a first refrigerant-air heat exchanger for heating supply air to the passenger compartment, and a second refrigerant-air heat exchanger for heat transfer through ambient air , and the upstream expansion element. Furthermore, the refrigerant circuit is made with a first flow path and a second flow path, wherein a third refrigerant-air with an upstream second expansion element for conditioning the supply air to the passenger compartment A heat exchanger is arranged in the first flow path and is used for heat transfer between the coolant for maintaining the temperature of at least one first drive component of the motor vehicle, eg the battery, and the refrigerant with the upstream third expansion element A first refrigerant-to-coolant heat exchanger is arranged within the second flow path. The first flow path and the second flow path are manufactured such that they each extend from a branch point to a merge point, and can be supplied with refrigerant independently of each other and simultaneously.

According to the concept of the invention, the refrigerant circuit exhibits a third flow path with components for cooling the drive train, such as the internal charging unit, the first part of a transformer or an inverter, and an upstream fourth expansion element. Two refrigerant-coolant heat exchangers, wherein the third flow path is arranged along the flow direction of the downstream refrigerant of the first flow path and the second flow path, in particular the merging point of the first flow path and the second flow path.

With a fourth expansion element formed in the third flow path, a third refrigerant-air heat exchanger for conditioning supply air to the passenger compartment in the first flow path and a first refrigerant-air heat exchanger in the second flow path The refrigerant-to-coolant heat exchanger can be operated as an evaporator and a condenser/gas cooler for the refrigerant. The expansion elements are each preferably manufactured as expansion valves.

If the liquefaction of the refrigerant is carried out under subcritical operation, for example with refrigerant R134a or under certain ambient conditions with carbon dioxide, the heat exchanger is called a condenser. Part of the heat transfer takes place at constant temperature. In the case of supercritical operation or supercritical output of heat in the heat exchanger, the temperature of the refrigerant continues to decrease. In this case, the heat exchanger is also called a gas cooler. Under certain ambient conditions or operating modes of the refrigerant circuit, supercritical operation may occur, for example, with carbon dioxide as the refrigerant.

According to a preferred embodiment of the invention, the refrigerant circuit in the second flow path is made with a first bypass flow path around the first refrigerant-coolant heat exchanger and the third expansion element, in particular to reduce The pressure loss of the refrigerant when the system is operating in a mode in which there is no heat to transfer in the first refrigerant-to-coolant heat exchanger. The first bypass flow path surrounding the first refrigerant-to-coolant heat exchanger and the third expansion element preferably exhibits a shut-off valve.

According to another embodiment of the invention, a fourth flow path is reserved within the refrigerant circuit, wherein the third flow path and the fourth flow path can be supplied with refrigerant independently of each other and simultaneously, and are made such that they are Each extends from a branch point to a merge point.

The branch point of the third flow path and the fourth flow path can be made together with the merging point of the first flow path and the second flow path, which means as one assembly, in particular as a branch point with four connections.

The fourth flow path is preferably made in the flow direction of the refrigerant with a shut-off valve and an accumulator.

According to another advantageous embodiment of the invention, the refrigerant circuit exhibits a second bypass flow path around the first expansion element and the second refrigerant-air heat exchanger for heat transfer through ambient air. The second bypass flow path extends from a branch point to a merging point, wherein the branch point is arranged between the first refrigerant-air heat exchanger for heating the supply air of the passenger compartment and the first refrigerant-air heat exchanger for passing the ambient air between the first expansion element upstream of the second refrigerant-air heat exchanger for heat transfer, and the merging point is arranged between the second refrigerant-air heat exchanger for heat transfer by ambient air and the first branch between points.

The second bypass flow path around the first expansion element and the second refrigerant-air heat exchanger for heat transfer through ambient air preferably exhibits a shut-off valve.

A particular advantage of the invention is that the refrigerant circuit exhibits a circuit internal heat exchanger arranged on the one hand between the second refrigerant-air heat exchanger for heat transfer through ambient air and the first refrigerant-air heat exchanger Between the flow path and the branch point of the second flow path, and on the other hand in particular downstream of the accumulator in the flow direction of the refrigerant is arranged in the fourth flow path.

Cyclic internal heat exchangers are typically used for heat transfer between high pressure and low pressure refrigerants, where, on the one hand, the liquid refrigerant is further cooled after condensation or liquefaction, and on the other hand, the suction gas upstream of the compressor is superheated.

According to another embodiment of the invention, the refrigerant circuit exhibits a third bypass flow path around a first refrigerant-air heat exchanger for heating the supply air of the passenger compartment. The third bypass flow path extends from a branch point arranged between the compressor and the first refrigerant-air heat exchanger until a merge arranged between the first refrigerant-air heat exchanger and the first expansion element point, the first expansion element is arranged upstream of the second refrigerant-air heat exchanger for heat transfer through the ambient air. The branch point of the third bypass flow path is preferably made as a three-way valve.

According to another preferred embodiment of the present invention, the coolant circuit exhibits two coolant partial circuits thermally coupled to the refrigerant circuit, wherein a first refrigerant-coolant heat exchanger is manufactured as a refrigerant circuit and a first refrigerant circuit A thermal connection between a coolant partial circuit and a second refrigerant-coolant heat exchanger is made as a thermal connection between the refrigerant circuit and a second coolant partial circuit of the coolant circuit.

The first coolant partial circuit preferably exhibits a first feed and a first coolant-heat exchanger, while the second coolant partial circuit preferably exhibits a second feed and a second coolant-heat an exchanger, wherein the first coolant-heat exchanger is preferably made to maintain the temperature of a first component of the drive train of the motor vehicle, in particular a battery such as a high-voltage battery, while the second coolant-heat exchanger is preferably Components manufactured to cool the drive train of a motor vehicle, such as electric motors, internal charging units, transformers or inverters.

It is of particular advantage that the first coolant partial circuit is embedded in the coolant circuit via a first branch point and a first merging point, while the second coolant partial circuit preferably passes through a second branch point and a second The merging point is integrated into the coolant circuit. The branch point can be made as a three-way valve.

The coolant partial circuits are each preferably connected to a first connection of the coolant circuit at the merging point and to a second connection of the coolant circuit at the branch point, so that the first coolant-heat exchanger and The second coolant-to-heat exchangers are each connected to the coolant-to-air heat exchanger on their coolant side. The coolant partial circuits may be operated together as coolant circuits, or independently and fluidly completely separated from each other, wherein each of the coolant partial circuits distributes a closed partial amount of coolant.

The task of the invention is also solved by a first method according to the invention for operating the above-mentioned system for air conditioning the air of the passenger compartment and for heating the supply air for the passenger compartment mode for heat transfer through the drive components of the motor vehicle. The method shows the following steps:

- to transfer heat from the refrigerant circulating in the refrigerant circuit at a high pressure level to the supply air of the passenger compartment when flowing through the first refrigerant-air heat exchanger operating as a condenser/gas cooler, wherein the supply air heated up to the final temperature;

- the refrigerant is then directed through the first flow path, wherein the refrigerant passes through the fully open second expansion element with almost no pressure loss, and in the third refrigerant-air heat operating as a condenser/gas cooler the heat transfer in the exchanger to the supply air of the passenger compartment, where the supply air is preheated, and

- the refrigerant is then led through a third flow path, wherein the refrigerant expands to a low pressure level while flowing through the fourth expansion element, and in the case of absorbing heat from the coolant circulating in the second coolant partial circuit of the coolant circuit The lower part is evaporated and superheated in a second refrigerant-coolant heat exchanger, where the refrigerant is cooled.

The supply air to the passenger compartment is preheated as it flows through the third refrigerant-air heat exchanger and then heated to the desired outlet temperature as it flows through the first refrigerant-air heat exchanger. Components of the drive train of a motor vehicle are used as heat sources.

The task of the invention is also solved by the second method according to the invention for operating the above-mentioned system for air conditioning the air of the passenger compartment and for heating in the supply air for the passenger compartment mode for heat transfer through the drive components of the motor vehicle. The method shows the following steps:

– to transfer heat from the refrigerant circulating in the refrigerant circuit at a high pressure level to the supply air of the passenger compartment when flowing through the first refrigerant-air heat exchanger operating as a condenser/gas cooler, wherein the supply air heated up to the final temperature;

- the refrigerant expands to an intermediate or low pressure level as it flows through the first expansion element, and the refrigerant transfers heat from ambient air to the refrigerant as it flows through a second refrigerant-air heat exchanger operating as an evaporator , where the amount of heat absorbed from the ambient air is regulated by the medium pressure level, and

- the refrigerant is then led through a third flow path, wherein the refrigerant expands from a medium pressure level to a low pressure level while flowing through the fourth expansion element, or the fourth expansion element is fully opened and the refrigerant flows from the second expansion element of the coolant circuit The coolant circulating in the coolant partial circuit is evaporated and superheated in the second refrigerant-coolant heat exchanger while absorbing heat.

Ambient air and components of the motor vehicle's drive train are used as heat sources.

According to another embodiment of the invention, when the refrigerant expands to a low pressure level while flowing through the first expansion element, the refrigerant on the suction side of the refrigerant circuit is divided into a first partial mass flow through the third flow path and a second partial mass flow through a fourth flow path. Part of the mass flow of refrigerant is mixed at the merging point and sucked by the compressor.

The task of the invention is also solved by the second method according to the invention for operating the above-mentioned system for air conditioning the air in the passenger compartment and for heating a drive part, in particular a battery mode for heat transfer through the drive components of the motor vehicle. The method shows the following steps:

– directing the refrigerant circulating in the refrigerant circuit at a high pressure level through the second flow path, wherein the refrigerant passes through the fully open third expansion element, and in the first refrigerant operating as a condenser/gas cooler- a coolant heat exchanger that transfers heat to the coolant circulating in the first coolant partial circuit, wherein the coolant is heated and feeds the heated coolant to the drive components to be heated, and

- the refrigerant is then led through a third flow path, wherein the refrigerant expands to a low pressure level while flowing through the fourth expansion element, and in the case of absorbing heat from the coolant circulating in the second coolant partial circuit of the coolant circuit The bottom is evaporated and superheated in a second refrigerant-to-coolant heat exchanger, wherein the coolant is cooled.

The cooled coolant preferably feeds and cools at least one component of the drive train.

An advantageous embodiment of the invention enables the system to be used in a motor vehicle with an electric motor drive or a hybrid drive consisting of an electric motor and an internal combustion engine.

In conclusion, the system with integrated heat pump function according to the invention exhibits various advantages, in particular for purely electrically driven or hybrid electric vehicles (HEV) with internal combustion engine:

-It air-conditions and maintains the temperature of the air in the passenger compartment by cooling, dehumidifying and heating, specifically cooling or heating the battery and cooling the components of the drive train, meeting all requirements for thermal management of electric vehicles over a very wide range of ambient temperatures Require.

- a high degree of waste heat recovery, whereby energy-efficient heating of the supply air to the passenger compartment by utilizing waste heat in the refrigerant circuit and recovering heat from components of the electric drive train, and

- maximum operating efficiency, with a high degree of waste heat utilization, with high flexibility and functionality;

- compact design and low complexity on refrigerant side and air side;

- Low cost during manufacture, maintenance and operation.

The system, in particular the refrigerant circuit, is independent of the refrigerant and is therefore also designed for R134a, R744, R1234yf, R290 or other refrigerants.

Description of drawings

Further details, features and advantages of embodiments of the invention arise from the following description of examples of embodiments with reference to the corresponding drawings. The diagram shows the following:

Figure 1: A first system with one refrigerant circuit and one coolant circuit showing two coolant partial circuits thermally coupled to the refrigerant circuit for air conditioning the air in the passenger compartment and for heat transfer through the drive components of the motor vehicle;

Figure 2: A second system similar to the system shown in Figure 1 with a circulating internal heat exchanger for air conditioning the passenger compartment and for heat transfer through the drive components of the motor vehicle;

Figure 3: A third system similar to the system shown in Figure 2 with an additional bypass flow path around the first refrigerant-air heat exchanger for air conditioning the passenger compartment and for passing heat transfer from the drive components of motor vehicles;

Fig. 4a: During operation of the refrigerant circuit in refrigeration system mode, and during operation of the refrigerant circuit with passive cooling of components of the drive train, in particular the electric drive train, the second system according to Fig. 2;

Fig. 4b: the second system according to Fig. 2 during operation of the refrigerant circuit with active cooling of the battery and during operation of the refrigerant circuit with passive cooling of components of the drive train, in particular the electric drive train;

Figure 4c: During operation of the refrigerant circuit in refrigerant system mode with active cooling of the battery and during operation of the refrigerant circuit with passive cooling of components of the drive train, in particular the electric drive train two systems;

Fig. 5a: the second system according to Fig. 2 during operation of the coolant circuit with passive cooling of the battery, and during operation of components of the drive train, in particular the electric drive train;

Fig. 5b: During operation of the refrigerant circuit in reheat mode, and during operation of the refrigerant circuit with passive cooling of the battery and the components of the drive train, in particular the electric drive train, the second system according to Fig. 2;

Fig. 5c: the second system according to Fig. 2 during operation of the refrigerant circuit with active cooling of the battery and the components of the drive train, in particular the electric drive train, in reheat mode;

Figure 6a: The second system according to Figure 2 during operation of the refrigerant circuit in a heating mode with ambient air as the heat source for the refrigerant;

Fig. 6b: the second system according to Fig. 2 during operation of the refrigerant circuit in heating mode with active cooling of components of the drive train, in particular the electric drive train, and thus as a heat source for the refrigerant;

Figure 6c: During operation of the refrigerant circuit in a heating mode with ambient air as the heat source for the refrigerant and with active cooling of components of the drive train, in particular the electric drive train, and thus as a heat source for the refrigerant two systems;

Fig. 6d: the second system according to Fig. 2 during operation of the refrigerant circuit according to Fig. 6c and divided into refrigerant mass flow on the low pressure side, and

Figure 7: The second system according to Figure 2 during operation of the refrigerant circuit with heating of the battery and with active cooling of components of the drive train, in particular the electric drive train, and thus as a heat source for the refrigerant.

Detailed ways

Figure 1 shows a first system 1a with a refrigerant circuit 2a and a coolant circuit 3 showing two coolant partial circuits 3-1, 3-2 thermally coupled to the refrigerant circuit 2a, the system For the air conditioning of the air in the passenger compartment and for heat transfer through the drive components of the motor vehicle.

The refrigerant circuit 2a shows in the direction of flow of the refrigerant a compressor 4 for sucking and compressing the refrigerant, a first refrigeration operating as a condenser/gas cooler and for heating the supply air of the passenger compartment A refrigerant-air heat exchanger 5, and a second refrigerant-air heat exchanger 6 with an upstream first expansion element 7, in particular an expansion valve, for heat transfer through ambient air.

Furthermore, the refrigerant circuit 2a is made with: a third refrigerant-air heat exchanger 8 arranged together in a first flow path 16 for heat transfer through the supply air of the passenger compartment and an upstream third refrigerant-air heat exchanger 8 two expansion elements 9; a first refrigerant-to-coolant heat exchanger 10 for maintaining the correct temperature of the battery and an upstream third expansion element 11 arranged together in a second flow path 17; and arranged together in a One of the third flow paths 18 is used for the second refrigerant-to-coolant heat exchanger 12 and an upstream fourth expansion element 13 for cooling components of the drive train, in particular the electric drive train.

The first flow path 16 and the second flow path 17 each extend from a first branch point 14 to a first merging point 15, and the refrigerant may flow through the first flow paths 16 and 16 simultaneously, individually or collectively, as desired. The second flow path 17 .

After exiting the second refrigerant-air heat exchanger 6 for heat transfer through ambient air, the refrigerant mass flow can be split into two partial mass flows at the first branch point 14 . The percentage of partial mass flow can range from 0% to 100% as desired.

A fourth flow path 19 extends from a second branch point 20 , which is preferably arranged in the first flow path 16 , to the second merge point 21 , wherein the second branch point 20 can also be made in conjunction with the first flow path 16 . Together with the first merging point 15 of the second flow path 17 .

Due to the fact that the third flow path 18 with the second refrigerant-to-coolant heat exchanger 12 and the upstream expansion element 13 extends from the second branch point 20 to the second merging point 21 , the refrigerant mass flow can be The branch point 20 is in turn divided into two partial mass flows. The percentage of partial mass flow can range from 0% to 100% as desired.

With the formation of the additional second refrigerant-coolant heat exchanger 12, a high endothermic power of the refrigerant circuit 2a is achieved.

The refrigerant is sucked in by the compressor 4 at the second merging point 21 . The refrigerant circuit 2a is closed.

Furthermore, the second flow path 17 exhibits a third branch point 22 and a third merging point 23, wherein between the third branch point 22 and the third merging point 23 a first bypass flow path 24 surrounds a The first refrigerant-coolant heat exchanger 10 of the third expansion element 11 extends. Therefore, the third branch point 22 is made between the first branch point 14 and the third expansion element 11, while the third merging point 23 is arranged between the first refrigerant-coolant heat exchanger 10 and the first merging point, respectively 15 and the second branch point 20. The first bypass flow path 24 is manufactured with a first shut-off valve 25 .

By using the first bypass flow path 24 arranged to surround the first refrigerant-coolant heat exchanger 10, the refrigerant side pressure loss on the low pressure side of the refrigerant circuit 2a can be minimized.

Furthermore, the refrigerant circuit 2a exhibits a fourth branch point 26 and a fourth merging point 27, between which a second bypass flow path 28 surrounds the flow path with the upstream first expansion element 7 for passing through the ambient air A second refrigerant-air heat exchanger 6 for heat transfer extends. Thus, a fourth branch point 26 is created between the first refrigerant-air heat exchanger 5 for heating the supply air of the passenger compartment and the first expansion element 7, while the fourth merging point 27 is arranged at the second refrigeration between the agent-air heat exchanger 6 and the first branch point 14 . The second bypass flow path 28 is manufactured with a second shut-off valve 29 .

In order to prevent the refrigerant mass flow directed through the second bypass flow path 28 from flowing back into the second refrigerant-air heat exchanger 6 , a pre-treatment is made between the fourth merging point 27 and the second refrigerant-air heat exchanger 6 . A first non-return device 30, in particular a non-return valve, remains.

Similarly, in order to prevent the refrigerant mass flow directed through the second flow path 17 from flowing back to the third refrigerant-air heat exchanger 8 arranged in the first flow path 16 , at the second branch point 20 , with the third refrigerant - A second non-return device 31 , in particular a non-return valve, is arranged between the air heat exchangers 8 .

The fourth flow path 19 shows an accumulator 32 and a third shut-off valve 33 .

The third flow path 18 with the second refrigerant-coolant heat exchanger 12 starting from the second branch point 20 and extending to the second merging point 21 and the fourth flow path 19 with the accumulator 32 can be supplied simultaneously The refrigerant.

The system 1a is configured such that the third refrigerant-air heat exchanger 8 and the first refrigerant-coolant heat exchanger 10 (also referred to as a refrigerator, in particular a battery refrigerator) can operate at low pressure in the refrigerant circuit 2a. side is operated as an evaporator and on the high pressure side of the refrigerant circuit 2a as a condenser/gas cooler, depending on the need or mode of operation, so that the third refrigerant-air heat exchanger 8 can be operated for an air-cooled condenser/gas cooler that heats the supply air of the passenger compartment, and the first refrigerant-to-coolant heat exchanger 10 may be operated as a coolant-cooled condenser/gas cooler for heating the battery . The alternating operation of the heat exchangers 8, 10 on the high and low pressure sides of the refrigerant circuit 2a maximizes the flexibility of use of the system 1a and produces a large number of operating modes compared to conventional systems.

The expansion elements 7 , 9 , 11 , 13 , which are preferably configured as expansion valves, are manufactured such that the expansion elements 7 , 9 , 11 , 13 can be closed completely as required, so that between operating modes, in particular heating mode and Switching between refrigeration system modes is infinitely possible without shutting down the compressor 4 . The formation of the refrigerant circuit 2a by means of a reversal of the flow direction of the refrigerant through the second refrigerant-air heat exchanger 6 is not necessary, which in particular leads to simplified oil management, since in the refrigerant circuit 2a is avoided Oil and refrigerant traps.

The first refrigerant-coolant heat exchanger 10 establishes a thermal connection with the first coolant partial circuit 3 - 1 of the coolant circuit 3 . The first coolant partial circuit 3-1 shows a first feeding device 40, in particular a pump or coolant pump, passing through the first coolant partial circuit 3-1, eg a first refrigerant-coolant heat exchanger 10 and a first coolant-heat exchanger 41 feed coolant. The first coolant-heat exchanger 41 is made specifically to maintain the temperature of a battery, eg a high voltage battery.

The first coolant partial circuit 3-1 is used in particular to cool the battery when the ambient air temperature is high and to keep the temperature of the battery below a prescribed limit value.

The first coolant partial circuit 3 - 1 is integrated into the coolant circuit 3 via a first branch point 42 and a first merging point 43 , wherein, on the one hand, the first feed device 40 and the first coolant-heat exchanger 41 and, on the other hand, the first coolant-heat exchanger 10 , arranged between the first branch point 42 and the first merging point 43 of the coolant circuit 3 . The first branch point 42 is manufactured with a three-way valve.

The second refrigerant-coolant heat exchanger 12 establishes a thermal connection with the second coolant partial circuit 3 - 2 of the coolant circuit 3 . The second coolant partial circuit 3-2 shows a second feeding device 44, in particular a pump or coolant pump, passing through the second coolant partial circuit 3-2, eg a second coolant-to-coolant heat exchanger 12 and a second coolant-heat exchanger 45 feed coolant. The second coolant-heat exchanger 45 is made specifically for cooling the powertrain of the motor vehicle, in particular the components of the electric powertrain such as the electric motor, the internal charging unit, the transformer or the inverter.

The second coolant partial circuit 3 - 2 is integrated into the coolant circuit 3 via a second branch point 46 and a second merging point 47 , wherein, on the one hand, a second feed 44 and a second coolant-heat exchanger 45 , and on the other hand, the second refrigerant-coolant heat exchanger 12 , is arranged between the second branch point 46 and the second merging point 47 of the coolant circuit 3 . The second branch point 46 is manufactured with a three-way valve.

The second coolant partial circuit 3-2 (also referred to as the chilled water bank) can be used to recover waste heat from components of the drive train, in particular the electric drive train, wherein the heat is transferred as heat of vaporization to the circulating in the refrigerant circuit 2a The refrigerant. In this way, the efficiency of the system 1a is maximized, in addition to the possible heating power.

Especially for operation in heating mode, forming the system 1a with the second coolant partial circuit 3-2 allows the accumulation of waste heat generated by the drive components, in particular the electric drive components, and allows the second refrigerant-coolant heat The refrigerant in the exchanger 12 can be used as the heat of vaporization. This waste heat recovery helps improve the overall energy and thermal efficiency of motor vehicles. The heat that would otherwise have to be balanced as heat loss power is absorbed by the system 1a as vaporization heat, which maximizes the power and efficiency of the system 1a when operating in heating mode.

In subcritical mode of refrigerant circuit 2a using refrigerant R134a, R1234yf or R290, e.g. operating in heating mode or reheating mode, the efficiency and power of system 1a are improved, specifically with reference to a circuit with internal heat exchange The formation of the refrigerant circuit of the compressor is as shown in the following figure.

On the one hand, the coolant partial circuits 3-1, 3-2 of the coolant circuit 3 can be operated independently of each other, wherein each of the coolant partial circuits 3-1, 3-2 distributes a portion of the coolant, cooling The coolant circulates within one of the coolant partial circuits 3-1, 3-2 according to the operating mode. The coolant partial circuits 3-1, 3-2 are completely fluidly separated from each other.

On the other hand, the two coolant partial circuits 3 - 1 , 3 - 2 can be connected to each other via a first connection 48 and a second connection 49 and operated as a common coolant circuit 3 . The coolant circuit 3 shows a coolant-air heat exchanger 50 for heat transfer through ambient air, wherein the coolant fed through the first coolant-heat exchanger 41 and the coolant through the second coolant-heat exchange The coolant fed by the cooler 45 may be directed to the coolant-air heat exchanger 50 to dissipate the heat absorbed by the battery and/or components of the drive train to the ambient air. This mode of operation is referred to as passive cooling of the battery via the first coolant-heat exchanger 41 or passive cooling of components of the drive train via the second coolant-heat exchanger 45 . In contrast to passive cooling, in the case of active cooling, the heat absorbed by the battery is transferred to the refrigerant in the first refrigerant-coolant heat exchanger 10, or the heat absorbed by the components of the drive train is transferred to the refrigerant in the second refrigerant. The refrigerant is passed to the refrigerant in the refrigerant-to-coolant heat exchanger 12 .

The coolant circulating in the coolant circuit 3 can be divided at the first connection 48 as a branch point into a first partial mass flow through the first coolant-heat exchanger 41 and a first partial mass flow through the second coolant-heat exchange The second part of the mass flow of the device 45. The partial mass flow is remixed at the second connection 49 as a merging point and directed to the coolant-air heat exchanger 50, where the percentage of the partial mass flow of coolant can range from 0% to 100 as required %between.

In order to prevent undesired backflow, in particular from the first coolant partial circuit 3-1 into other components of the coolant circuit 3, at the first merging point 43 of the first coolant partial circuit 3-1 with the first connection A non-return device 51 is reserved between 48 . The non-return device 51 is preferably made as a non-return valve.

In the case of using the second refrigerant-coolant heat exchanger 12, the complexity and necessity of additional coolant valves in the coolant circuit 3 are significantly reduced, in particular by connecting all cooling components to a single heat exchange the complexity and necessity caused by the device.

A first refrigerant-air heat exchanger 5 for heating the supply air of the passenger compartment is arranged together with a third refrigerant-air heat exchanger 8 in the housing 60 of the air conditioning unit for conditioning the supply air, Therein, a third refrigerant-air heat exchanger 8 of the refrigerant circuit 2a, which can be operated as an evaporator or a condenser/gas cooler, follows the first refrigerant-air heat exchange for heating the supply air of the passenger compartment The flow direction 61 upstream of the supply air of the evaporator 5 is arranged such that, for example, the supply air of the passenger compartment is heated within the system 1a operating in heating mode, or when a third refrigerant-air flows through the evaporator operated as refrigerant With heat exchanger 8, the dehumidified and/or cooled air supply to the passenger compartment can be reheated within the system 1a operating in reheat mode.

In order to be able to heat the supplied air, an additional heat exchanger 62 can be reserved in the housing 60 of the air-conditioning unit. The heat-to-heat heat exchanger 62, which can be operated as an option, can be manufactured as an electric PTC heater, in particular a high voltage PTC heater, for heating the supply air flowing into the passenger compartment, providing higher and adaptive on the air side of heating power and dynamics. The heat-heat heat exchanger 62 is arranged in the flow direction 61 of the supply air downstream of the first refrigerant-air heat exchanger 5 of the refrigerant circuit 2a.

The supply air for the passenger compartment can pass through the flow direction of the supply air arranged in the housing 60 and in the direction of flow of the supply air between the third refrigerant-air heat exchanger 8 and the first refrigerant-air heat exchanger 5 of the refrigerant circuit 2a The airflow directing means 63 arranged at 61 are divided into partial mass flows, a first partial mass flow directed to the first refrigerant-air heat exchanger 5 or additional heat-to-heat heat exchanger 62, and a second part in the bypass The mass flow is directed around the first refrigerant-air heat exchanger 5 or the additional heat-heat heat exchanger 62 . The percentage of partial mass flow can range from 0% to 100% as desired.

The coolant-air heat exchanger 50 of the coolant circuit 3, which is made for heat transfer through the ambient air, and a second coolant-air heat exchanger 6 of the refrigerant circuit 2a follow the flow of ambient air in a specified order The direction 65 is arranged within the housing 64 in the front region of the body of the motor vehicle. Ambient air flows through the coolant-air heat exchanger 50 of the coolant circuit 3 as the first heat exchanger. Alternatively, ambient air may be supplied to the heat exchangers 6, 50 at the same time.

Figure 2 shows another system 1b with one refrigerant circuit 2b and a coolant circuit 3 showing two coolant partial circuits 3-1, 3-2 thermally coupled to the refrigerant circuit 2b, the system 1b using For the air conditioning of the air in the passenger compartment and for heat transfer through the drive components of the motor vehicle. The only difference between the system 1 b according to FIG. 2 and the system 1 a shown in FIG. 1 is that a circulating internal heat exchanger 34 is formed. The other components of the systems 1a, 1b, in particular the refrigerant circuits 2a, 2b and the coolant circuit 3, are identical, therefore, with regard to their implementation and arrangement, reference is made to the description of the system 1a in Figure 1 .

On the one hand, the circulating internal heat exchanger 34 of the refrigerant circuit 2b is arranged between the second refrigerant-air heat exchanger 6 and the first branch point 14 of the first flow path 16 and the second flow path 17, the second refrigerant The agent-air heat exchanger 6 is used for heat transfer through the ambient air, in particular the ambient air downstream of the fourth merging point 27 in the flow direction of the refrigerant. This area of the refrigerant circuit 2b can be supplied with refrigerant at a high pressure level.

On the other hand, the circulating internal heat exchanger 34 of the refrigerant circuit 2b is reserved within the fourth flow path 19, which extends between the second branch point 20 or the first merging point 15 and the second merging point 21, and along the The flow direction of the refrigerant is arranged downstream of the accumulator 32 . The refrigerant in this area of the refrigerant circuit 2b always exhibits a low pressure level and is sucked by the compressor 4 .

Figure 3 shows another alternative system 1c with one refrigerant circuit 2c and a coolant circuit 3 showing two coolant partial circuits 3-1, 3-2 thermally coupled to the refrigerant circuit 2c, the The system 1c is used for air conditioning of the air in the passenger compartment and for heat transfer through the drive components of the motor vehicle. The only difference between the alternative system 1c and the system 1b shown in Figure 2 is an additional third bypass around the first refrigerant-air heat exchanger 5 for heating the supply air of the passenger compartment Flow path 35 . Since the other components of the systems 1b, 1c, in particular the refrigerant circuits 2b, 2c and the coolant circuit 3 are the same, reference is made to the description of the system 1b shown in FIG. 2 or the description of the system shown in FIG. 1 1a description.

The third bypass flow path 35 of the refrigerant circuit 2c extends from a fifth branch point 36 to a fifth merging point 37, wherein the fifth branch point 36 is arranged between the compressor 4 and the first refrigerant-air heat exchanger 5 and is preferably made as a three-way valve. The fifth merging point 37 is reserved between the refrigerant-air heat exchanger 5 and the first expansion element 7 , in particular along the refrigeration upstream of the fourth branch point 26 of the second bypass flow path 28 . The flow direction of the refrigerant is arranged upstream of the second refrigerant-air heat exchanger 6 .

In order to prevent the refrigerant mass flow from being directed back through the third bypass flow path 35 to the first refrigerant-air heat exchanger 5, a third non-return device 38, in particular a non-return valve, is reserved in the first refrigerant-air Between the heat exchanger 5 and the fifth merging point 37 .

In the following, the system 1b shown in FIG. 2 is shown in different operating modes, in particular in the cooling system mode, the reheating mode or the heating mode with respect to the supply air for the passenger compartment and with respect to the battery and drive train, Specifically the refrigerant circuit 2b for active or passive cooling of components of the electric drive train. In this context, passive cooling is understood as cooling by circulation of a coolant in the coolant circuit 3, wherein the coolant outputs heat to the ambient air. In the case of active cooling, the heat transferred to the coolant is dissipated into the refrigerant circulating in the refrigerant circuit 2b.

The connecting pipes of the refrigerant circuit 2b and the coolant circuit 3 through which the refrigerant or coolant flows are highlighted by solid lines, while the connecting pipes to which no refrigerant or coolant is supplied are highlighted by broken lines.

During operation of the refrigerant circuit 2b of the system 1b according to FIG. 2 in refrigeration system mode, and during operation of the coolant circuit 3 with passive cooling of components of the drive train, in particular the electric drive train according to FIG. In the third refrigerant-air heat exchanger 8 , the heat transferred from the supply air of the passenger compartment to the refrigerant is transferred from the refrigerant to the ambient air in the second refrigerant-air heat exchanger 6 .

The high pressure refrigerant exiting the compressor 4 is cooled or desuperheated in a second refrigerant-air heat exchanger 6 operating as a condenser/gas cooler and liquefied and subcooled as required. Subsequently, the refrigerant is directed through the circulating internal heat exchanger 34 and further cooled.

The first expansion element 7 arranged between the first refrigerant-air heat exchanger 5 and the second refrigerant-air heat exchanger 6 is fully opened, so that the refrigerant flows through the two at the same pressure level, in particular a high pressure level. heat exchangers 5 and 6. The refrigerant passes through the expansion element 7 with almost no pressure loss.

The flow guiding means 63 arranged within the casing 60 are arranged such that the supply air flowing through the casing 60 bypasses the first refrigerant-air heat exchanger 5 . The first refrigerant-air heat exchanger 5 is not supplied with the supply air of the passenger compartment, so that no heat is transferred in the first refrigerant-air heat exchanger 5 .

Furthermore, in contrast to system 1b, in the case of system 1c according to FIG. 3 , the refrigerant can be directed through the third bypass flow path 35 of the refrigerant circuit 2c bypassing the first refrigerant-air heat exchanger 5 directly reaches the second refrigerant-air heat exchanger 6 so that the first refrigerant-air heat exchanger 5 is not supplied with refrigerant, thereby avoiding the flow of the refrigerant at the high pressure side of the refrigerant circuit 2c through the first refrigerant- The possible pressure drop when the air heat exchanger 5 is used.

At the first branch point 14 , the refrigerant is directed into the first flow path 16 to the second expansion element 9 and expands to a low pressure level while flowing through the second expansion element 9 . In the third refrigerant-air heat exchanger 8 operating as an evaporator, the refrigerant is evaporated and, as required, superheated with heat absorption from the supply air of the passenger compartment, wherein the supply air is cooled and/or dehumidified . Subsequently, the refrigerant is further heated or superheated as it flows through the low pressure side of the cycle internal heat exchanger 34 and is sucked by the compressor 4 . In the cycle internal heat exchanger 34, the high pressure level refrigerant transfers heat to the low pressure level refrigerant.

Both the second flow path 17 and the third flow path 18 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6 are closed and are not supplied with refrigerant, wherein in particular the third The expansion element 11 and the first shut-off valve 25 and the fourth expansion element 13 and the second shut-off valve 29 are completely closed.

The coolant is circulated through a second feed device 44 arranged between the second coolant-to-heat exchanger 45 and the coolant-to-air heat exchanger 50 of the drive member. The heat in the second coolant-heat exchanger 45 that is transferred by the drive components to the coolant circulating in the coolant circuit 3 is transferred by the coolant in the coolant-air heat exchanger 50 to the ambient air. The coolant does not flow through the first coolant-heat exchanger 41 .

Ambient air is preferably drawn into the housing 64 by a blower in the flow direction 65, then fed to the coolant-air heat exchanger 50 to absorb heat from the coolant, and then further fed to the second refrigerant-air heat exchanger 6 to remove heat from the coolant. The refrigerant absorbs heat.

FIG. 4B shows the system 1 b according to FIG. 2 during operation of the refrigerant circuit 2 b with active cooling of the battery, and during operation of the coolant circuit 3 with passive cooling of components of the drive train, in particular the electric drive train .

Compared to the operating mode of the system 1b according to Fig. 4a, the first difference lies in the operation of the first feeding device 40 of the first coolant partial circuit 3-1, and thus the operation of the active cooling of the battery. The coolant circulates in the first coolant partial circuit 3-1 between the first coolant-coolant heat exchanger 10 and the first coolant-heat exchanger 41, wherein the first coolant-heat exchanger 41 The heat dissipated by the battery in the first refrigerant-coolant heat exchanger 10 is transferred to the refrigerant circulating in the refrigerant circuit 2b. The first coolant partial circuit 3-1 operates separately from the mode described in the operating mode according to Fig. 4a, wherein the partial amount of coolant circulating in the first coolant partial circuit 3-1 and the other coolant circuits 3 is not the same. mixed with each other.

Another difference compared to the operating mode of the system 1b, in particular the refrigerant circuit 2b, is that the refrigerant at the first branch point 14 is only directed into the second flow path 17 to the third expansion element, as shown in Figure 4a 11, and expands to a low pressure level as it flows through the third expansion element 11. In the first refrigerant-coolant heat exchanger 10, the refrigerant is evaporated and, if necessary, superheated with heat absorption from the refrigerant circulating in the first refrigerant partial circuit 3-1, wherein the refrigerant be cooled. Subsequently, the refrigerant is further heated or superheated as it flows through the low pressure side of the cycle internal heat exchanger 34 and is sucked by the compressor 4 .

Both the first bypass flow path 24 of the first flow path 16 and the second flow path 17 and the third flow path 18 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6 are closed, And neither is supplied with refrigerant, wherein, in particular, the second expansion element 9 and the first shut-off valve 25, and the fourth expansion element 13 and the second shut-off valve 29 are completely closed.

According to Figure 4c, during operation of the refrigerant circuit 2b of the operating system 1b in the refrigerant system mode with active cooling of the battery, and during operation of the refrigerant circuit 3 with passive cooling of components of the drive train, in particular the electric drive train During this period, heat in the third refrigerant-air heat exchanger 8 is transferred from the supply air of the passenger compartment to the refrigerant circulating in the refrigerant circuit 2b, and by the battery into the first refrigerant-heat exchanger 41 The heat of the coolant and the heat transferred by the coolant in the first refrigerant-coolant heat exchanger 10 to the refrigerant circulating in the refrigerant circuit agent to the ambient air.

According to Figure 4b, unlike the operating mode of the system 1b, in particular the refrigerant circuit 2b, the refrigerant is divided into two partial mass flows at the first branch point 14 - a first partial mass flow through the first flow path 16 and a The second partial mass flow through the second flow path 17 .

The refrigerant of the first partial mass flow directed through the first flow path 16 is directed through the second expansion element 9 and expands to a low pressure level while flowing through the second expansion element 9 . In a third refrigerant-air heat exchanger 8 operating as an evaporator, the refrigerant is evaporated and, if required, superheated with heat absorption from the supply air of the passenger compartment, wherein the supply air is cooled and/or dehumidified .

The refrigerant of the second partial mass flow directed through the second flow path 17 is directed through the third expansion element 11 and expands to a low pressure level while flowing through the third expansion element 11 . In the first refrigerant-coolant heat exchanger 10, the refrigerant is evaporated and, if necessary, superheated with heat absorption from the refrigerant circulating in the first refrigerant partial circuit 3-1, wherein the refrigerant is cool down.

Subsequently, the partial mass flows of refrigerant are mixed with each other at the first merging point 15 and are further heated or superheated while flowing through the low pressure side of the cycle internal heat exchanger 34 and sucked by the compressor 4 .

The first bypass flow path 24 of the second flow path 17 and the third flow path 18 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6 are closed and are not supplied with refrigerant, Specifically, the first shut-off valve 25, the fourth expansion valve 13 and the second shut-off valve 29 are completely closed.

Figures 5a to 5c respectively show the system 1b according to Figure 2 during operation in reheating mode, while Figures 6a to 6d respectively show the system 1b according to Figure 2 during operation in heating mode.

During operating system 1b in heating mode or reheating mode, the waste heat from the air-conditioning system, in particular in the third refrigerant-air heat exchanger 8, is transferred from the supply air of the passenger compartment to the refrigerant circulating in the refrigerant circuit 2b The heat transferred by the battery or at least one other component of the drive train, in particular the electric power train, to the refrigerant circulating in the refrigerant circuit 2b and the heat transferred from the ambient air to the refrigerant circulating in the refrigerant circuit 2b are both It can be used to heat the supply air supplied by the passenger compartment. The battery and at least one other component of the powertrain and ambient air may be used as heat sources.

Fig. 5a shows the second system according to Fig. 2 during operation of the coolant circuit 3 with passive cooling of both the battery and the components of the drive train, in particular the electric drive train. The compressor 4 of the refrigerant circuit 2b is not in operation.

The coolant is fed through the first coolant-heat exchanger 41 by the first feed means 40 to cool the battery and by the second feed means 44 through the second coolant-heat exchanger 45 to cool the drive components, both to the coolant - Heat exchanger 50. After exiting the coolant-air heat exchanger 50 , the coolant is divided at the first connection 48 as a branch point into a first partial mass flow through the first coolant-heat exchanger 41 and a first partial mass flow through the second coolant - the second partial mass flow of the heat exchanger 45 . Part of the mass flow is mixed at the second connection 49 as a merging point and then directed into the coolant-air heat exchanger 50 . The appropriate coolant mass flow through the parallel flow paths or its distribution on the parallel flow paths is regulated by the feeding means 40 , 44 .

The heat transferred by the battery and drive components to the coolant circulating in the coolant circuit 3 is transferred by the coolant in the coolant-air heat exchanger 50 to the ambient air.

The feeding devices 40, 44 of the coolant circuit 3 can also be operated independently of each other, so that the first coolant-heat exchanger 41 for cooling the battery and the second coolant-heat exchanger 45 for cooling the drive components are independent of each other Coolant is supplied to the ground, and both the battery and the drive components are cooled passively and independently of each other.

Figure 5b shows the operation of the refrigerant circuit 2b in reheat mode, and the operation of the coolant circuit 3 with passive cooling of both the battery and the drive train, in particular the components of the electric drive train of the system 1b.

In contrast to the system 1b according to Figure 5a, the compressor 4 of the refrigerant circuit 2b is operating. The high pressure refrigerant exiting the compressor 4 is desuperheated and, if required, liquefied and possibly subcooled in the first refrigerant-air heat exchanger 5 operating as a condenser/gas cooler. The flow guiding means 63 arranged inside the casing 60 are arranged such that the supply air flowing through the casing 60 is directed into a first partial air flow to the first refrigerant-air heat exchanger 5 and around the first refrigeration A second partial air stream of the agent-air heat exchanger 5 . Thus, the first refrigerant-air heat exchanger 5 is only supplied with a portion of the supply air of the previously cooled and/or dehumidified passenger compartment. The air supply to the passenger compartment is heated to the desired temperature, wherein the heat transfer to the supply air is regulated via the position of the flow guides 63 .

Furthermore, compared to system 1b, system 1c as shown in FIG. 3 provides for dividing the refrigerant at the fifth branch point 36 into a first partial mass flow through the first refrigerant-air heat exchanger 5 and a first partial mass flow through the first refrigerant-air heat exchanger 5 Possibility of a second partial mass flow of the third bypass flow path 35 , wherein the second partial mass flow of refrigerant is directed such that it bypasses the first refrigerant-air heat exchanger 5 . The partial mass flows of refrigerant are mixed with each other again at the fifth merging point 37 .

The refrigerant is then further cooled or liquefied and, if desired, subcooled while flowing through a second refrigerant-air heat exchanger operating as a condenser/gas cooler. The first expansion element 7 arranged between the first refrigerant-air heat exchanger 5 and the second refrigerant-air heat exchanger 6 is fully opened, so that the refrigerant flows through the two at the same pressure level, in particular a high pressure level. heat exchangers 5 and 6. The refrigerant passes through the expansion element 7 with almost no pressure loss.

Specifically, in the case where the ambient air temperature is low, the first expansion element 7 may be arranged to expand the refrigerant to a medium pressure level between the high pressure level and the low pressure level, in order to be able to dissipate heat to the ambient air Make adjustments.

Subsequently, the refrigerant is directed through the circulating internal heat exchanger 34 and is further cooled.

At the first branch point 14 , the refrigerant is directed into the first flow path 16 to the second expansion element 9 and expands to a low pressure level while flowing through the second expansion element 9 . In the third refrigerant-air heat exchanger 8 operating as an evaporator, the refrigerant is evaporated and, if required, superheated with heat absorption from the supply air of the passenger compartment, wherein the supply air is cooled and/or Dehumidification. Subsequently, the refrigerant is further heated or superheated as it flows through the low pressure side of the cycle internal heat exchanger 34 and is sucked by the compressor 4 .

Both the second flow path 17 and the third flow path 18 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6 are closed and are not supplied with refrigerant, wherein in particular the third The expansion element 11 and the first shut-off valve 25, and the fourth expansion element 13 and the second shut-off valve 29 are completely closed.

Ambient air is preferably drawn into the housing 64 by a blower in the flow direction 65, then fed to the coolant-air heat exchanger 50 to absorb heat from the coolant, and then further fed to the second refrigerant-air heat exchanger 6 to remove heat from the coolant. The refrigerant absorbs heat.

Depending on the temperature of the ambient air, the first refrigerant-to-coolant heat exchanger 10 and the first refrigerant-to-heat heat exchanger 10 may also be utilized via the first coolant partial circuit 3-1 during operation in the operating mode shown in Figure 5c The exchanger 41 actively cools in particular the battery, wherein the heat discharged by the battery is transferred to the refrigerant circulating in the refrigerant circuit 2b. The waste heat of the battery can be used as a heat source.

According to Fig. 5b, unlike the operating mode of system 1b, in particular refrigerant circuit 2b, the refrigerant is split into two partial mass flows at the first branch point 14 - a first partial mass flow through the first flow path 16 and a The second partial mass flow through the second flow path 17 . The refrigerant directed to the second partial mass flow in the second flow path 17 is directed to the third expansion element 11 and expands to a low pressure level while flowing through the third expansion element 11 . In the first refrigerant-coolant heat exchanger 10, the refrigerant is evaporated and, if necessary, superheated with heat absorption from the refrigerant circulating in the first refrigerant partial circuit 3-1, wherein the refrigerant be cooled.

Subsequently, the partial mass flows of refrigerant are mixed with each other at the first merging point 15 and are further heated or superheated while flowing through the low pressure side of the cycle internal heat exchanger 34 and sucked by the compressor 4 .

The first bypass flow path 24 of the second flow path 17 , as well as the third flow path 18 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6 are closed and are not supplied with refrigerant , wherein, in particular, the first shut-off valve 25 and the fourth expansion element 13 and the second shut-off valve 29 are completely closed.

In particular, where the ambient air temperature is low, the first expansion element 7 may be arranged to expand the refrigerant to a medium or low pressure level to be able to transfer heat in the ambient air to the first expansion element, now operating as an evaporator The refrigerant in the secondary refrigerant-air heat exchanger 6 . The heat absorbed from the ambient air is regulated by setting the medium pressure level. Ambient air is used as heat source.

After exiting the second refrigerant-air heat exchanger 6, the refrigerant is directed through the circulating internal heat exchanger 34 and further cooled if necessary.

The refrigerant has expanded to a low pressure level while flowing through the first expansion element 7 and then the second expansion element 9 is fully opened so that the refrigerant passes through the expansion element 9 with little pressure loss. The second refrigerant-air heat exchanger 6 and the third refrigerant-air heat exchanger 8 are supplied with refrigerant at the same pressure level, ie, a low pressure level.

Figure 6a shows the system 1b according to Figure 2 during operation of the refrigerant circuit 2b in a heating mode with ambient air as the heat source for the refrigerant.

The high pressure refrigerant flowing from the compressor 4 is desuperheated and liquefied, and possibly subcooled, in a first refrigerant-air heat exchanger 5 operating as a condenser/gas cooler. The flow guiding means 63 arranged within the casing 60 are arranged such that the supply air flowing through the casing 60 is directed to the first refrigerant-air heat exchanger 5 . Therefore, the first refrigerant-air heat exchanger 5 is preferably supplied with the entire airflow of the supply air of the passenger compartment. The supply air for the passenger compartment is heated to the desired temperature.

The refrigerant expands to a low pressure level as it flows through the first expansion element 7 to be able to absorb heat from the ambient air of the second refrigerant-air heat exchanger 6 operating as an evaporator. Ambient air is used as a heat source for the refrigerant.

At the first branch point 14 the refrigerant is directed only into the second flow path 17 and at the third branch point 22 into the first bypass flow path 24 and thus surrounds the first refrigerant-coolant Heat exchanger 10 to minimize the pressure drop on the low pressure side or suction side of the refrigerant circuit 2b. Subsequently, the refrigerant from the compressor 4 is sucked into the circulating internal heat exchanger 34 . Since the temperature level of the refrigerant on both sides of the cycle internal heat exchanger 34 is nearly the same, no heat is transferred in the cycle internal heat exchanger 34 .

Both the first flow path 16 and the second flow path 17 showing the first refrigerant-to-coolant heat exchanger 10 and the third flow path 18 and the second bypass around the second refrigerant-to-air heat exchanger 6 The flow paths 28 are all closed and are not supplied with refrigerant, wherein, in particular, the second expansion element 9 and the third expansion element 11 , and the fourth expansion element 13 and the second shut-off valve 29 are completely closed.

It is also possible to operate the coolant circuit 3 while passively cooling the battery and/or the components of the drive train, in particular the electric drive train of the system 1b, not shown in Fig. 6a.

Figure 6b shows the system 1b according to Figure 2 during operation of the refrigerant circuit 2b in heating mode with active cooling of components of the drive train, in particular the electric drive train, and thus as a heat source for the refrigerant.

The high pressure refrigerant flowing from the compressor 4 is cooled and liquefied in a first refrigerant-air heat exchanger 5 operating as a condenser/gas cooler. Subsequently, the refrigerant is led through the second bypass flow path 28 and around the second refrigerant-air heat exchanger 6 to be able to minimize the pressure drop on the high pressure side of the refrigerant circuit 2b.

At the first branch point 14, the refrigerant flows only into the first flow path 16 and then into the third refrigerant-air heat exchanger 8 operating as a condenser/gas cooler. The second expansion element 9 is fully opened so that the refrigerant passes through the expansion element 9 with almost no pressure loss. The heat exchangers 5, 8 are supplied with refrigerant at the same pressure level, in particular a high pressure level. The refrigerant is further liquefied and if required subcooled in the third refrigerant-air heat exchanger 8 .

In this way, only one condenser/gas cooler needs to be passed through to increase the efficiency of the system 1b compared to a system with a refrigerant circuit.

The flow guiding means 63 arranged in the housing 60 are arranged such that the entire supply air is guided to the first refrigerant-air heat exchanger 5 after flowing through the third refrigerant-air heat exchanger 8 . The supply air is preheated as it flows through the third refrigerant-air heat exchanger 8 and then heated to the temperature required for the passenger compartment in the first refrigerant-air heat exchanger 5 .

After exiting the third refrigerant-air heat exchanger 8 , the refrigerant is directed at the second branch point 20 into the third flow path 18 to the fourth expansion element 13 . The refrigerant expands to a low pressure level as it flows through the fourth expansion element 13 and in the second refrigerant-coolant heat exchanger 12 while absorbing heat from the coolant circulating in the second coolant partial circuit 3-2 is evaporated and superheated, in which the coolant is cooled. Components of the drive train, in particular the electric drive train, serve as a heat source for the refrigerant, which is then sucked in by the compressor 4 .

Both the second flow path 17 and the fourth flow path 19 and the flow path with the second refrigerant-air heat exchanger 6 are closed and are not supplied with refrigerant, in particular the first expansion element 7 and the third expansion element The element 11, as well as the first shut-off valve 25 and the third shut-off valve 33, are fully closed.

Not shown in Figure 6b, it is also possible to operate the coolant circuit 3 while passively cooling the batteries of the system 1b, wherein the coolant is only passed between the first coolant-heat exchanger 41 and the coolant-air heat exchanger 50 cycle between, transferring the heat dissipated by the battery to the ambient air.

As shown in Figures 6c and 6d, operating in a heating mode with ambient air as the heat source for the refrigerant and with active cooling of components of the drive train, in particular the electric drive train, and thus as a heat source for the refrigerant according to Figure 2 During the system 1b, in particular the refrigerant circuit 2b, the high pressure refrigerant flowing from the compressor 4 is desuperheated and at least partially liquefied in the first refrigerant-air heat exchanger 5 operating as a condenser/gas cooler .

The flow guiding means 63 arranged in the casing 60 are arranged such that the supply air flowing through the casing 60 is directed to the first refrigerant-air heat exchanger 5 . Therefore, the first refrigerant-air heat exchanger 5 is preferably supplied with the entire airflow of the supply air of the passenger compartment. The supply air for the passenger compartment is heated to the desired temperature.

The refrigerant expands to an intermediate or low pressure level as it flows through the first expansion element 7 to be able to absorb heat from the ambient air in the second refrigerant-air heat exchanger 6 operating as an evaporator. The heat absorbed from the ambient air is regulated by setting the medium pressure level. Ambient air is used as a heat source for the refrigerant.

At the first branch point 14 , the refrigerant is directed only into the second flow path 17 , and at the third branch point 22 , the refrigerant is directed into the first bypass flow path 24 and thus surrounds the first refrigeration The refrigerant-to-coolant heat exchanger 10 is configured to be able to minimize the pressure drop on the low pressure side or the suction side of the refrigerant circuit 2b.

In the operating mode of the system 1b according to Fig. 6c, the refrigerant is only directed into the third flow path 18 at the second branch point 20 to the fourth expansion element 13 in order to absorb maximum heat from the drive components. The refrigerant expands from a medium pressure level to a low pressure level as it flows through the fourth expansion element 13, and at the second refrigerant-coolant heat while absorbing heat from the coolant circulating in the second coolant partial circuit 3-2 The exchanger 12 is evaporated and superheated. Components of the drive train, in particular the electric drive train, serve as a heat source for the refrigerant, which is then sucked in by the compressor 4 .

The refrigerant has expanded to a low pressure level while flowing through the first expansion element 7 and the fourth expansion element 13 is fully opened so that the refrigerant passes through the expansion element 13 with little pressure loss. The second refrigerant-air heat exchanger 6 and the second refrigerant-coolant heat exchanger 12 are supplied with refrigerant at the same pressure level, ie a low pressure level.

Both the first flow path 16 and the second flow path 17 showing the first refrigerant-to-coolant heat exchanger 10 and the fourth flow path 19 and the second bypass around the second refrigerant-to-air heat exchanger 6 The flow paths 28 are all closed and neither is supplied with refrigerant, wherein, in particular, the second expansion element 9 and the third expansion element 11 , and the second shut-off valve 29 and the third shut-off valve 33 are completely closed.

In the operating mode of the system 1b according to Fig. 6d, the refrigerant has expanded to a low pressure level while flowing through the first expansion element 7 and is divided into two parallel partial mass flows on the suction side of the refrigerant circuit 2b, in particular In order to be able to minimize the suction-side pressure loss of the refrigerant, the refrigerant mass flow is divided into a first partial mass flow through the third flow path 18 and a second partial mass flow through the fourth flow path 19 . The fourth expansion element 13 is fully opened so that the refrigerant passes through the expansion element 13 with almost no pressure loss. Part of the mass flow is mixed at the second merging point 21 and sucked in by the compressor 4 . As described for the operating mode according to Fig. 6c, the refrigerant of the first partial mass flow is in a second refrigerant-coolant heat exchange with absorption of heat from the refrigerant circulating in the second refrigerant partial circuit 3-2 is vaporized and superheated in the vessel 12 . Since the temperature level of the refrigerant is almost the same on both sides of the circulating internal heat exchanger 34 , no heat is transferred in the circulating internal heat exchanger 34 .

For all suitable operating modes, heat exchanger 62 can be connected for heating, dedicated to the auxiliary heating of the supply air for the passenger compartment.

Active cooling of the battery occurs through the first coolant partial circuit 3-1 and the first refrigerant-coolant heat exchanger 10 while simultaneously passing through the second coolant partial circuit 3-2 and the second refrigerant-coolant heat exchange In the case of active cooling of the components of the drive train by the radiator 12, and in both cases the heat is output to the refrigerant circuit 2b as heat of vaporization, both the waste heat from the battery and the waste heat from the electric drive components can be recovered, while The coolant streams are not mixed with each other. The waste heat in the above two cases is used as an additional heat source for the system 1b to significantly increase the heating power and efficiency of the thermal system 1b and to enhance the functionality of the system 1b.

Compared to the series arrangement of the refrigerant-coolant heat exchangers 10, 12, by the separate formation of the first refrigerant-coolant heat exchanger 10 and the second refrigerant-coolant heat exchanger 12, in heating mode , maximizing the functionality and efficiency of the thermal system 1b, thereby also minimizing the complexity on the coolant side.

Fig. 7b shows the system 1b according to Fig. 2 during operation of the refrigerant circuit 2b with heating of the battery and with active cooling of components of the drive train, in particular the electric drive train, and thus as a heat source for the refrigerant.

The feeds 40, 44 of the coolant circuit 3 are operating and the coolant partial circuits 3-1, 3-2 are operated independently of each other, so that the first coolant-heat exchanger 41 for heating the battery and the coolant for The second coolant-heat exchangers 45 for active cooling of the drive components are supplied with coolant independently of each other. The coolant of the first coolant partial circuit 3-1 circulates between the first coolant-to-coolant heat exchanger 10 and the first coolant-to-heat exchanger 41, wherein the first coolant-to-coolant heat exchanger 41 The heat output to the battery is transferred in the first refrigerant-coolant heat exchanger 10 to the coolant circulating in the refrigerant circuit 2b. The coolant of the second coolant partial circuit 3-2 circulates between the second coolant-coolant heat exchanger 12 and the second coolant-heat exchanger 45, wherein the second coolant-coolant heat exchanger 45 The heat output to the coolant by the driving member in the second refrigerant-coolant heat exchanger 12 is transferred to the refrigerant circulating in the refrigerant circuit 2b.

The high pressure refrigerant flowing from the compressor 4 is directed through the first refrigerant-air heat exchanger 5 and then through the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6 to make the refrigerant circuit The pressure drop on the high pressure side of 2b is minimized.

The flow guiding means 63 arranged within the casing 60 are arranged such that the supply air flowing through the casing 60 bypasses the first refrigerant-air heat exchanger 5 . The first refrigerant-air heat exchanger 5 is not supplied with the supply air of the passenger compartment, so no heat is transferred in the first refrigerant-air heat exchanger 5 .

Furthermore, as is known, in the case of the system 1c according to FIG. 3 compared to the system 1b, the refrigerant can be directed through the third bypass flow path 35 of the refrigerant circuit 2c, bypassing the first refrigerant-air The heat exchanger 5, directly into the second bypass flow path 28, so that the first refrigerant-air heat exchanger 5 is not supplied with refrigerant, additionally resulting in avoiding when the refrigerant flows through the first refrigerant-air heat exchange The pressure drop on the high pressure side of the refrigerant circuit 2c that may be generated when the device 5 is used.

Subsequently, at the first branch point 14 , the refrigerant is led only into the second flow path 17 to the third expansion element 11 . The third expansion element 11 is fully opened so that the refrigerant flows horizontally through the first refrigerant-coolant heat exchanger 10 at high pressure. The refrigerant passes through the expansion element 11 with almost no pressure loss. The refrigerant is desuperheated, liquefied and if required subcooled in a first refrigerant-to-coolant heat exchanger 10 operating as a condenser/gas cooler, and the heat is output to the coolant where it is heated .

At the second branch point 20 , the refrigerant is led only into the third flow path 18 to the fourth expansion element 13 . The refrigerant expands to a low pressure level as it flows through the fourth expansion element 13 and in the second refrigerant-coolant heat exchanger 12 while absorbing heat from the coolant circulating in the second coolant partial circuit 3-2 is evaporated and superheated, in which the coolant is cooled. Components of the drive train, in particular the electric drive train, serve as a heat source for the refrigerant, which is then sucked in by the compressor 4 .

Both the first bypass flow paths 24 of the first flow path 16 and the second flow path 17, and the fourth flow path 19 and the flow paths of the second refrigerant-air heat exchanger 6 are closed and are not supplied The refrigerant, in particular the first expansion element 7 and the second expansion element 9, and the first shut-off valve 25 and the third shut-off valve 33 are completely closed.

Industrial Applicability

The present invention relates to a system for air conditioning the air of a passenger compartment and for heat transfer through components of a drive train, in particular an electric drive train of a motor vehicle. The system shows a coolant circuit with a refrigerant-to-coolant heat exchanger and a coolant-to-air heat exchanger for heat transfer to ambient air, as well as a refrigerant circuit. The refrigerant circuit is manufactured with a refrigerant-air heat exchanger for heating the supply air of the passenger compartment and for heat transfer through the ambient air, and an expansion element, wherein the refrigerant circuit exhibits different flow paths . Furthermore, the present invention relates to a method for operating the system.

Claims (23)

1. A system (1a, 1b, 1c) for air-conditioning the air of a passenger compartment and for heat transfer through components of a drive train of a motor vehicle, said system (1a, 1b, 1c) exhibiting A coolant circuit (3) having a first refrigerant-coolant heat exchanger (10), a second refrigerant- A coolant heat exchanger (12) and a coolant-air heat exchanger (50) for heat transfer to ambient air, said refrigerant circuit (2a, 2b, 2c) having - a compressor (4), - a first refrigerant-air heat exchanger (5) for heating the supply air of the passenger compartment, - a second refrigerant-air heat exchanger (6) for heat transfer through the ambient air and having an upstream first expansion element ( 7), - a first flow path (16) with a third refrigerant-air heat exchanger (8) and an upstream second expansion element (9), said third refrigerant an agent-air heat exchanger (8) for conditioning the supply air to the passenger compartment, and - a second flow path (17) with said first refrigerant-coolant heat exchanger (10) and an upstream third expansion element (11), said first refrigerant-coolant heat exchanger (10) a refrigerant-to-coolant heat exchanger (10) for heat transfer between the coolant for maintaining the temperature of at least one first drive component of the motor vehicle and the refrigerant, in, - said first flow path (16) and said second flow path (17) each extend from a branch point (14) up to a merging point (15) and can be supplied with refrigerant independently of each other and simultaneously ; - said refrigerant circuit (2a, 2b, 2c) exhibits a third flow path (18) with said second refrigerant-coolant heat exchanger (12) and an upstream fourth expansion element (13), said second refrigerant-to-coolant heat exchanger (12) for cooling said drive train components, wherein said third flow path (18) is along said The flow directions of the refrigerant downstream of the first flow path (16) and the second flow path (17) are arranged. 2. A system (1a, 1b, 1c) according to claim 1, characterized in that the refrigerant circuit (2a, 2b, 2c) in the second flow path (17) is manufactured with surrounding A bypass flow path (24) of the first refrigerant-coolant heat exchanger (10) and the third expansion element (11). 3. The system (1a, 1b, 1c) according to claim 2, characterized in that all surrounding the first refrigerant-coolant heat exchanger (10) and the third expansion element (11) The first bypass flow path (24) shows a shut-off valve (25). 4. System (1a, 1b, 1c) according to one of claims 1 to 3, characterized in that the refrigerant circuit (2a, 2b, 2c) exhibits a fourth flow path (19), Therein, the third flow path (18) and the fourth flow path (19) are made such that they can be supplied with refrigerant independently of each other and simultaneously. 5. System (1a, 1b, 1c) according to claim 4, characterized in that the fourth flow path (19) is made with a shut-off valve (33) and an accumulator (32). 6. The system (1a, 1b, 1c) according to one of the claims 1 to 5, characterized in that the refrigerant circuit (2a, 2b, 2c) is manufactured with a surrounding area for air flow through ambient air A second bypass flow path (28) of said second refrigerant-air heat exchanger (6) and said first expansion element (7) for heat transfer, said second bypass flow path (28) Extending from a branch point ( 26 ) to a merging point ( 27 ), wherein the branch point ( 26 ) is arranged at the first refrigerant-air heat exchanger ( 5) and said first expansion element (7) arranged upstream of said second refrigerant-air heat exchanger (6) for heat transfer by ambient air, and said merging point (27) ) is arranged between the second refrigerant-air heat exchanger (6) for heat transfer by ambient air and the first branch point (14). 7. A system (1a, 1b, 1c) according to claim 6, characterized by surrounding the first expansion element (7) and the second refrigerant-air for heat transfer through ambient air Said second bypass flow path (28) of the heat exchanger (6) exhibits a shut-off valve (29). 8. System (1b, 1c) according to one of the claims 4 to 7, characterized in that the refrigerant circuit (2b, 2c) exhibits a circulating internal heat exchanger (34), the circulating An internal heat exchanger (34) is arranged on the one hand between said second refrigerant-air heat exchanger (6) for heat transfer through ambient air and said first flow path (16) and said second flow between the branch points (14) of the paths (17), and on the other hand within the fourth flow path (19). 9. A system (1c) according to one of the claims 1 to 8, characterized in that the refrigerant circuit (2c) exhibits a first circuit surrounding the first air supply for heating the passenger compartment. a third bypass flow path (35) of a refrigerant-air heat exchanger (5) extending from a branch point (36) to a merging point (37), wherein the branch point (36) is made between the compressor (4) and the first refrigerant-air heat exchanger (5), and the merging point (37) is made between the compressor (4) and the first refrigerant-air heat exchanger (5) Between the first refrigerant-air heat exchanger (5) and the first expansion valve (7), the first expansion valve (7) is arranged in the first expansion valve (7) for heat transfer by ambient air. Upstream of the second refrigerant-air heat exchanger (6). 10. System (1a, 1b, 1c) according to one of the claims 1 to 9, characterized in that said coolant circuit (3) exhibits two 2c) Thermally coupled coolant partial circuits (3-1, 3-2), wherein said first refrigerant-coolant heat exchanger (10) is manufactured as said refrigerant circuit (2a, 2b, 2c) ) and a first refrigerant partial circuit (3-1), and the second refrigerant-coolant heat exchanger (12) is made as the refrigerant circuit (2a, 2b, 2c) ) and a second coolant partial circuit (3-2) of said coolant circuit (3). 11. The system (1a, 1b, 1c) according to claim 10, characterized in that the first coolant partial circuit (3-1) is manufactured with a first feed (40) and a first A coolant-heat exchanger (41). 12. System (1a, 1b, 1c) according to claim 11, characterized in that the first coolant-heat exchanger (41) is made to maintain the temperature of a component of the drive train of the motor vehicle . 13. System (1a, 1b, 1c) according to one of the claims 10 to 12, characterized in that the first coolant partial circuit (3-1 ) passes through a first branch point (42) and A first merging point (43) is embedded in the coolant circuit (3). 14. System (1a, 1b, 1c) according to one of the claims 10 to 13, characterized in that the second coolant partial circuit (3-2) is manufactured with a second feeding device ( 44) and a second coolant-heat exchanger (45). 15. The system (1a, 1b, 1c) according to claim 14, characterized in that the second coolant-heat exchanger (45) is made to cool a component of the drive train of the motor vehicle. 16. System (1a, 1b, 1c) according to claim 14 or 15, characterized in that the second coolant partial circuit (3-2) is via a second branch point (46) and a second A merging point (47) is embedded in the coolant circuit (3). 17. System (1a, 1b, 1c) according to one of the claims 10 to 16, characterized in that the coolant partial circuits (3-1, 3-2) are respectively at the merging point (43) , 47 ) to a first connection ( 48 ) of the coolant circuit ( 3 ) and to a second connection of the coolant circuit ( 3 ) at the branch points ( 42 , 46 ), respectively A connection (49) allows the first coolant-heat exchanger (41) and the second coolant-heat exchanger (45) to be connected to the coolant-air heat exchanger (50). 18. A method for operating a system (1a, 1b, 1c) according to one of the claims 1 to 17 in a mode of heating the supply air of the passenger compartment by means of a component of the drive train as a heat source, wherein Said system (1a, 1b, 1c) for air conditioning the air of said passenger compartment and for heat transfer through the drive components of a motor vehicle, said method showing the following steps: - transfer heat from the refrigerant circulating in the refrigerant circuit (2a, 2b, 2c) at high pressure levels while flowing through the first refrigerant-air heat exchanger (5) operating as a condenser/gas cooler supply air to the passenger compartment, wherein the supply air is heated to a final temperature; - the refrigerant is then directed through a first flow path (16), wherein the refrigerant passes through a fully open second expansion element (9) with almost no pressure loss, and the heat is operated as supply air delivered to the passenger compartment in a third refrigerant-air heat exchanger (8) of the condenser/gas cooler, wherein the supply air is preheated, and - the refrigerant is then directed through a third flow path (18), wherein the refrigerant expands to a low pressure level while flowing through the fourth expansion element (13), and when flowing from the coolant circuit (3) The coolant circulating in the second coolant partial circuit (3-2) is evaporated and superheated in the second coolant-coolant heat exchanger (12) with heat absorption, wherein the coolant is cooled. 19. A system (1a, 1b, 1c) for operating a system (1a, 1b, 1c) according to one of claims 1 to 17 in a mode of heating the supply air of the passenger compartment by means of ambient air and components of the drive train as heat sources A method, said system (1a, 1b, 1c) for air-conditioning the air of said passenger compartment and for heat transfer through drive components of a motor vehicle, said method exhibiting the following steps: - transfer heat from the refrigerant circulating in the refrigerant circuit (2a, 2b, 2c) at high pressure levels while flowing through the first refrigerant-air heat exchanger (5) operating as a condenser/gas cooler supply air to the passenger compartment, wherein the supply air is heated to a final temperature; -expanding the refrigerant to an intermediate or low pressure level while flowing through a first expansion element (7) and to a second refrigerant-air heat exchanger (operating as an evaporator) 6), transferring heat from ambient air to said refrigerant, wherein the amount of heat absorbed from ambient air is regulated by said medium pressure level, and - subsequently directing the refrigerant through a third flow path (18), wherein the refrigerant expands from the medium pressure level to the low pressure level while flowing through a fourth expansion element (13), Or the fourth expansion element (13) is fully open, and the refrigerant absorbs heat from the coolant circulating in the second coolant partial circuit (3-2) of the coolant circuit (3) in the first Evaporated and superheated in a secondary refrigerant-to-coolant heat exchanger (12), wherein the coolant is cooled. 20. Method according to claim 19, characterized in that the refrigerant at the suction side of the refrigerant circuit (2a, 2b, 2c) is divided into a first partial mass passing through the third flow path (18) Flow and a second partial mass flow through the fourth flow path (19), the first partial mass flow and the second partial mass flow are mixed at the merging point (21) and sucked by the compressor (4). 21. A method for operating a system (1a, 1b, 1c) according to one of claims 1 to 17 in a mode of heating a drive part, in particular a battery, the system (1a, 1b) , 1c) for the air conditioning of the air of the passenger compartment and for the heat transfer through the drive components of the motor vehicle, the method exhibits the following steps: - leading the refrigerant circulating in the refrigerant circuit (2a, 2b, 2c) at a high pressure level through a second flow path (17), wherein the refrigerant passes through a fully open third expansion element (11) , and heat is transferred in the first refrigerant-to-coolant heat exchanger (10) operating as a condenser/gas cooler to the coolant circulating in the first coolant partial circuit (3-1), wherein all the coolant is heated and the heated coolant is fed to the drive components to be heated, and - the refrigerant is then directed through a third flow path (18), wherein the refrigerant expands to a low pressure level while flowing through the fourth expansion element (13), and the refrigerant exits the coolant circuit The coolant circulating in the second coolant partial circuit (3-2) of (3) is evaporated and superheated in the second refrigerant-coolant heat exchanger (12) with heat absorption, wherein the cooling agent is cooled. 22. The method of claim 21, wherein the cooled coolant is fed to at least one component of the drive train and the component is cooled. 23. Use of a system (1a, 1b, 1c) according to one of the claims 1 to 17 in a motor vehicle driven by an electric motor or with a hybrid drive comprising an electric motor and an internal combustion engine.

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